Railway braking apparatus



23, 1936. H. BONE V RAILWAY BRAKING APPARATUS INVENTOR HeertLBone 11s- ATTO Filed Jan. 30, 1935 l I I 1 I 1 l l l Ill II III I I I [III f 9% Ea NN w g g B $31823, 1936. BONE. 1 2mm 'RA ILWAY BRAKING APPARATUS Filed Jan. 30, 1935 2 Sheets-Sheet 2 Herbert [1.501709 HIS A TTORNEY.

Patented June 23, 1936 PATENT OFFICE RAILWAY BRAKING APPARATUS Herbert L. Bone, Pittsburgh, Pa., assignor to The Union Switch & Signal Company, Swissval Pa., a corporation of Pennsylvania.

Application January 30, 1935, Serial No. 4,128

18 Claims. (01. 188-62) My invention relates to railway braking apparatus and particularly to braking apparatus of the type described in Letters Patent of the United States No. 1,927,201, granted to me, on Septem- 5 her 19, 1933.

One object of my invention is to provide novel means for insulating one portion of the braking apparatus from another portion in such manner that track circuits maybe ended within the limits of the braking apparatus.

. I will describe one form of braking apparatus embodying my invention, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a top 15 plan view showing one form of braking apparatus embodying my invention. Fig. 2 is aside view showing the manner in which the rail I is supported in Fig. 1 and certain of the details of construction of the insulated joint J which is associated with the rail I in Fig. 1. Fig. 3 is an enlarged sectional view of one of the operating units forming part of the apparatus illustrated in Fig. 1. Fig. 4 is an enlarged sectional view taken substantially on the line IV--IV ofFig. 1.

5 Similar reference characters refer to similar parts in each of the several views.

Referring first to. Figs. 1 and 2, the reference character I designates one track rail of a stretch of railway track, which track rail as here shown 30 is secured to a plurality of rail supports 2 2 2 etc., mounted on the usual cross-ties 3. Extending parallel to the rail I on opposite sides of the'rail are two braking bars A and A each comprising a plurality of brake beams 4 disposed end 35 to end, and a plurality of brake shoes 5 secured to the brake beams 4. The braking bars A and A are adapted to be moved toward and away from the rail I into braking and non-braking positions, and for this purpose a plurality of similar inde- 40 pendent operating units are provided. These operating units are disposed at intervals along the rail, and since they are all similar, a description of one will suffice for all.

Referring particularly to the operating unit 4!? shown on an enlarged scale in Fig. 3, this operating unit comprises alever I which is pivotally supported at one end on a pivot'pin B mounted in two adjacent rail supports 2, and a lever 9 pivotally mounted intermediate its ends on the pivot 50 pin 8. The lever "I is inclined upwardly and extends away from the rail I, and is provided in its upper surface with a recess I which receives the braking bar A The one end 9 of the lever 9 is likewise inclined upwardly and extends away 55 from the rail at the side of the rail opposite to the lever I, and the other end 9* is inclined downwardly and extends away from the rail below the lever I. The end 9 of the lever 9 is provided in its upper surface with a recess 9 similar to the recess I in the lever I, which recess receives 5 the braking bar A As here shown, the braking bars are fastened to the levers by means of U-bolts I0 which pass through clearance holes in the webs of the brake beams and in the levers, and are provided on the under side of the levers 10 with lock washers II and with nuts Il The parts are so arranged and so proportioned that if the euter'or free ends of the levers I and 9 are moved apart, the braking bars will be moved to ward the rail I to their effective or braking positions in which the brake shoes 5 will engage the opposite side faces of the wheels of a car traversing rail I, and will retard the speed of the car. The center of gravity of the lever 1 and braking bar A is considerably to the left of the pivot pin 8, as will be seen from an inspection of Fig. 3, so that this lever will normally tend to rotate in a counter-clockwise direction about the pivot pin. Similarly, the center of gravity of the lever 9 and braking bar A is to the right of the pivot pin 8,,as viewed in Fig. 3, so that this lever will normally tend to rotate in a clockwise direction about the pivot pin. It will be apparent, therefore, that when no force is applied to. the free ends of the levers I and 9 tending to move them apart, the free ends of these levers will move toward each other, thereby moving the braking bars away from the rails to their open or ineffective positions in which they are shown in Fig. 3.

For moving the levers apart a fluid pressure motor M comprising a cylinder It containing a piston I4 which drives a piston rod I5 is provided. The cylinder I3 is pivotally connected with the free end of lever 'I by means of a pivot pin I2, while the piston rod I5 is connected with the 40 free end 9 of lever 9 by means of an adjustable screw eye I! and a pivot pin I8. The cylinder I3 is provided with an inlet port I9, and. it will be apparent that when fluid pressure is admitted to the cylinder I3 through the port IS, the cylinder I3 will be forced upwardly and the piston I4 will be forced downwardly, thereby moving the levers apart, and hence moving the braking bars to their braking positions. When, however, fluid pressure is vented from the cylinder I3, the braking bars will return by gravity to their non-braking positions in which they are shown in the drawings.

The operating unit shown in Fig. 3 also includes a positioning device U for positioning the braking bars in both their braking and non-braking positions. This positioning device forms no part of my present invention and is described in detail in my copending application Serial No. 752,478, filed on Nov. 10, 1934, for Railway braking apparatus. Since the positioning device U forms no part of my present invention, it is believed to be unnecessary to describe it herein.

Car retarders of the type described are frequently installed in locations where it becomes necessary or desirable to end a track circuit within the limits of the retarder. Whenever this is the case, it is necessary to insulate the portions of the car retarder which extend in opposite directions from the usual insulated joint which is provided in the track rail at the point where it is desired to end the track circuit, and for this purpose I provide novel means which I will now describe.

Referring now also to Fig. 4, the means here shown comprise two insulated brake beam sections and (see Fig. 1) so constructed that these brake beam sections may be installed opposite each other in place of any two of the standard beam sections except the end sections, which latter sections are not shown in the drawmg.

The beam sections 4 and 4 are similar and a description of one will therefore suffice for both.

Referring particularly to the section 4 this section comprises two short beam members a and b, disposed end to end, and securely fastened together by means of a top beam splice 28 (see Fig. 4), a bottom beam splice 2|, and splice bolts 22. The short beam members a and b are insulated from each other at their confronting ends by an insulating end post 23, and are of such lengths that when placed end to end with the insulating end post between them, their overall length will be the same as that of a standard beam section. The short beam members may be manufactured separately, or, if desired, may be formed by cutting out of a standard beam section a portion having a width equal to that of the end post 23. The top beam splice 20 is shaped to fit the usual channel which is formed in the beam members, and is provided with holes 24 for the reception of the splice bolts 22, the upper ends of these holes being shaped to cooperate with the bolt heads toprevent the bolts from turning. The bottom beam splice 2! is L-shaped in cross section, and is provided in its horizontal leg with suitable holes which align vertically with the holes in the splice bars, and which receive the lower ends of the splice bolts 22. Interposed between the top and bottom beam splices 20' and 2| and the adjacent beam members are insulating members 25 and 26, respectively, of such shapes that these insulating members will snugly engage all those portions of the beam members which would be engaged by the beam splices if the insulating members 25 and 26 were not provided. The holes 2! in the beam members through which the splice bolts pass have larger diameters than the bolts, and disposed in each hole is an insulating bushing 28 which insulates the associated bolt from the beam member. The parts are so proportioned that the strength of the insulated beam section is equal to that of a standard beam section. Brake shoes 5 of the usual type are fastened to the brake beam members a and b by means of bolts 29 in the usual manner, sufiicient space 40 being left between the ends of the two adjacent shoes opposite the end post 23 to insulate the shoes from one another.

The track rail l is so arranged that the abutting ends of the rail sections at the point where it is desired to locate the insulated joint, which joint is here designated as a whole by the reference character J, will be opposite the end post 23 in the beam member, and will rest on one of the rail supports 2, here shown as the rail support 2 The abutting ends of the rail sections are clamped by means of the usual splice bolts 34 between two splice bars 30 and 3! forming part of the insulated rail point J. These splice bars are of uniform cross section, and are of such lengths that their opposite ends will be disposed relatively close to the rail supports 2 and l which are disposed on opposite sides of the rail support 2 on which the abutting ends of the track rail sections rest. The splice bars 30 and 3| are of well-known design, and each consists of an angle bar portion 0 fitting the fishing spaces of the rail, and a horizontal inwardly extending rail supporting base portion d which is integral with the angle bar portion 0, and which forms therewith the usual flange receiving spaces or pockets for the flanges of the rail. It will be seen, therefore, that the splice bars engage underneath the heads of the rail sections and at the fishing spaces, overlie the flanges of the rail sections, and also underlie the bottom surfaces of the rail sections, so that a very rigid construction is provided. Interposed between the splice bars and the abutting rail sections are insulating members 37 of such shape that they will snugly enage at least all that portion of the outer surfaces of the rail sections which would be engaged by the splice bars if the insulating members 32 were not provided, and interposed between the abutting ends of the rail sections is the usual insulating end post 33. Interposed between the head of the splice bolts and the adjacent splice bar, and between the nuts on the splice bolts and the adjacent splice bars, are the conventional pressure plates 35 for distributing the pressure exerted by the bolts on the splice bars. The bolts 34 are each insulated from the splice bars by suitable means here shown as insulating sleeves 36, and the pressure plates are insulated from the splice bars by insulating members 39.

Inasmuch as the brake beams move toward one another and toward the rail, during operation of the retarder, an amount which varies due to the wear of the brake. shoes and lost motion in the retarder, so that the brake shoes are at times located close to the rail, it is essential that some means be provided to insure that the non-insulated parts of the insulated brake beam will never come in contact with adjacent parts of the rail joint which are not insulated from the rail sections, and thus cause short circuits. It is further necessary that some means for supporting the insulated brake beam near its center be provided so as to give it sufiicient strength to support a car in the event that a car is forced out from between the braking bars and rides up onto the insulated brake beam. In accordance with my present invention these two requirements are taken care of by providing the bottom beam splice 2| with feet 38 which cooperate with the adjacent splice bar all or 3| of the rail joint J.

With the insulated brake beams constructed in the manner described, when the braking bars occupy their braking positions, the toes of the feet 38 engagethe angle bar portion 0 of the splice bars 30 and 3| and prevent the brake beam members a and b and the associated brake shoes' from coming in contact with the pressure plates 35, the splice bolts 34, or the sections of the rail I. Furthermore, if a car rides up onto the insulated beam sections, the bottom surfaces of the feet 38 will then engage the substantially horizontal upper surfaces of the splice bars, and thus support the insulated beam sections.

It should be pointed out that under some conditions there may be a tendency for the rail l to creep lengthwise relative to the retarder, but that theamount that the rail can creep is limited. tothe distancebetween the ends ofthe splice bars and the adjacent rail supports 1. and 2 As was previously pointed out, this distance is relatively short, and it follows that the rail cannot creep lengthwise far enough to cause the feet to come in contact with the pressure plates of the rail joint,

J where they might cause short circuits.

It should also be pointed out that since, with insulated beam sections constructed in accordance with my invention, each section forms a complete unit in itself which may be interchanged with any of the standard beam sections of a car retarder, a

track circuit may be terminated at any desired position within the retarder except opposite the end sections.

One advantage of an insulated beam section embodying my invention is that no special brake shoes are required.

Another advantage of an insulated beam section embodying my invention is that it provides positive means for keeping non-insulated parts of the beam section from coming in contact with noninsulated portions of the rail joint or the rail sections, thus effectively preventing short circuits.

A further advantage of an insulated beam section embodying my invention is that it provides means for supporting the beam section in the event that a car rides up onto the beam section. A still furtheradvantage of a beam section embodying my invention is that no additional Wearing parts are provided, and there is nothing about its construction which would cause additional shock to the retarder during retardation of a car by the retarder.

Although I have herein shown and' described only one form of railway braking apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope. of my invention.

Having thus described my invention, what I 7 claim is:

1. As a new article of manufacture, a beam section for a car retarder comprising two beam members disposed end to end and rigidly secured together by means which insulates one beam member from the other.

2. An insulated beam section for a car retarder comprising two beam members disposed end to end, means insulated fro-m said beam members for rigidly securing said beam members together, and

= an insulating end post clamped between the abutting ends of said two beam members.

3. An insulated beam section for a car retarder adapted to be interchangeable with a standard non-insulated beam section, said insulated beam section comprising two beam members disposed end to end, means insulated from said beam members for rigidly securing said beam members togather, and an insulating end post clamped between the abutting ends of said two beam members, the parts being so proportioned that said insulated beam section has the same strength as a non-insulated section.

4. In combination, an insulated beam section for a car retarder comprising two beam members disposed end to end and rigidly secured together by means which insulates one beam member from the other, and brake shoes secured to said beam members in suchmanner that there is sufiicient gap between'said shoes adjacent the junction of said members to insulate the one shoe from the other.

5. An insulated beam section for a car retarder adapted to be interchangeable with a standard non-insulated beam section, said insulated beam section comprising two channel-shaped beam members disposed end to end, top and bottom beam splices secured to said beam members by means of bolts to rigidly secure said beam members together, insulating members disposed between said beam splices and said beam members to insulate said beam members from said beam splices, insulating sleeves surrounding said bolts to insulate said bolts from said beam members, and an insulating end post disposed between the abutting ends of said two beam members, where.- by the one beam member is effectively insulated from the other beam member.

6. In combination, a car retarder comprising a braking bar movable toward and away from a track rail into braking and non-braking positions, an insulated joint provided in said track rail opposite said braking bar, and means for insulating the two portions of said braking bar which extend'longitudinally away from each other on opposite side of said insulated joint.

7. In combination, a car retarder comprising two braking bars extending parallel to a track rail on opposite sides of the rail, means for moving said braking bars toward and away from the rail into braking and non-braking positions, an insulated jointin said track rail between said braking bars, and means for insulating the two portions ofeach braking bar which extend longitudinally awayfrom each other on opposite sides of said insulated joint.

8. In combination, a car retarder comprising two braking bars extending parallel to a track rail on opposite sides of the rail, means for moving said braking bars toward and away from the rail into braking and non-braking positions, an insulated joint in said track rail between said braking bars, and means for insulating from each other and from the non-insulated portions of the insulated joint the portions of each braking bar which extend longitudinally away from each other on opposite sides of said insulated joint.

9. A brake beam section for a car retarder comprising two beam members disposed end to end, means for rigidly securing said beam members together, and means for insulating said two beam members from said securingmeans and from each other.

10. A brake beam section for a car retarder comprising two channel-shaped beam members disposed end to end, a top beam splice fitting in the channel in both beam members, a bottom beam splice having a portion disposed underneath both beam members and a side portion disposed at the outer sides of said two beam members, insulating members disposed between said beam splices and said beam members, bolts passing through said top and-bottom beam splices and. the one beam member, other bolts passing through the top and bottom beam splices and the other beam member, whereby said two beam members are rigidly fastened together, and means for insulating said bolts from the associated beam members.

11. In combination, a brake beam section for a car retarder comprising two channel-shaped beam members disposed end to 'end, a top beam splice fitting in the channel in both beam members, a bottom beam splice having a portion disposed underneath both beam members and a side portion disposed at the outer sides of both beam members, insulating members disposed between said beam splices and said beam members, bolts passing through said top and botton splices and the one beam member, other bolts passing through the topandbottom splices and theotherbeam member, whereby said two beam members are rigidly fastened together, means for insulating said bolts from the associated beam members, and brake shoes secured to said beam members in such manner that there is sufiicient gap between said shoes adjacent the junction of said members to insulate the one shoe-from the other.

12. In combination, two braking bars extending parallel to a track rail on opposite sides of the rail, each said braking bar comprising a plurality of beam sections disposed end to end and brake shoes fastened to said beam sections, means for moving said braking bars toward and away from the rail into braking and non-braking positions, an insulated joint provided in said rail between two of said beam sections, each of said two beam sections comprising two beam members disposed end to end and having their abutting ends disposed directly opposite the abutting ends of the rail sections at said rail joint, top and bottom beam splices secured to, but insulated from, the beam members of each of said two beam sections, whereby the two beam members of each of said two beam sections are rigidly secured together, and means disposed between the abutting ends of said beam members to insulate said beam members from each other, the brake shoes which are secured to said two beam sections being provided with a gap at the abutting ends of the associated beam members.

13. In combination, two braking bars extending parallel to a track rail on opposite sides of the rail, each said braking bar comprising a plurality of beam sections disposed end to end and brake shoes fastened to said beam sections, means for moving said braking bars toward and away from the rail into braking and non-braking positions, an insulated joint provided in said rail between two of said beam sections, each of said two beam sections comprising two beam members disposed end to end and having their abutting ends disposed directly opposite the abutting ends of the rail sections at said rail joint, top and bottom beam splices secured to, but insulated from, the beam members of each of said two beam sections, whereby the two beam members of each of said two beam sections are rigidly secured together, means disposed between the abutting ends of said beam members to insulate said beam members from each other, the brake shoes which are secured to said two beam sections being provided with a gap at the abutting ends of the associated beam members, and feet on said bottom beam splices arranged to cooperate with parts of said rail joint in such manner that non-insulated parts of said two beam sections are prevented from coming in contact with non-insulated parts of the rail joint.

14. In combination, two braking bars extending parallel to a track rail on opposite sides of the rail, each said braking bar comprising a plurality of beam sections disposed end to end and brake shoes fastened to said beam sections, means for moving said braking bars toward and 5 away from the rail into braking and non-braking positions, an insulated joint provided in said rail between two of said beam sections, each of said two beam sections comprising two beam members disposed end to end and having their abutting ends disposed directly opposite the abutting ends of the rail sections at said rail joint, top and bottom beam splices secured to, but insulated from, the beam members of each of said two beam sections, whereby the two beam members of each of said two beam sections are rigidly secured together, means disposed between the abutting ends of said beam members to insulate said beam members from each other, the brake shoes which are secured to said two beam sections being provided with a gap at the abutting ends of the associated beam members, and feet on said bottom beam splices for supporting said two beam sections in the event that a car rides up onto said two beam sections.

15. In combination, two braking bars extending parallel to a track rail on opposite sides of the rail, each said braking bar comprising a plurality of beam sections disposed end to end and brake shoes fastened to said beam sections, means for moving said braking bars toward and away from the rail into braking and non-braking positions, an insulated joint provided in said rail between two of said beam sections, each of said two beam sections comprising two beam members disposed end to end and having their abutting ends disposed directly opposite the abutting ends of the rail sections at said rail joint, top and bottom beam splices secured to, but insulated from, the beam members of each of said two beam sections, whereby the two beam members of each of said two beam sections are rigidly secured together, means disposed between the abutting ends of said beam members to insulate said beam members from each other, the brake shoes which are secured to said two beam sections being provided with a gap at the abutting ends of the associated beam members, and feet on said bottom beam splices for supporting said two beam sections in the event that a car rides up onto said two beam sections and for preventing non-insulated parts of said two beam sections from engaging non-insulated parts of the rail joint when the braking bars are moved to their braking positions.

16. In combination, two bra-king bars extending parallel to a track rail on opposite sides of the rail, each said braking bar comprising a plurality of beam sections disposed end to end and brake shoes fastened to said beam sections, means for moving said braking bars toward and away from the rail into braking and non-braking positions, and an insulated joint provided in said rail between a beam section of the one braking bar and the opposite beam section of the other braking bar, each of said two last mentioned beam sections comprising two beam members disposed end to end and rigidly secured together by means which insulates one beam member from the other.

17. In combination, a braking bar extending parallel to a track rail, said braking bar comprising a plurality of beam sections disposed end to end, means for moving said braking bar toward and away from the track rail into braking and non-braking positions, and a rail joint 5 disposed in said track rail opposite one-of said beam sections, the beam section which is opposite said rail joint comprising two beam members disposed end to end, means insulated from said beam members for rigidly securing said beam members together, and insulating means disposed between the abutting ends of said two beam members.

18. In combination, a braking bar extending parallel to a track rail, said braking bar comprising a plurality of beam sections disposed end to end, means for moving said braking bar toward and away from the track rail into braking and non-braking positions, a rail joint disposed in said track rail opposite one of said beam sections, the beam section which is opposite said rail joint comprising two beam members disposed end to end, means insulated from said beam members for rigidly securing said beam members together, insulating means disposed between. the abutting ends of said two beam members, and means for supporting said beam section which is opposite said insulated rail joint if a car rides up onto such section and for preventing non-insulated parts of said section from coming into contact with non-insulated parts of the rail joint.

' HERBERT L. BONE. 

